Transmission



Nv. 19, 1935. H. D. -cHuRcH '2,021,404

TRANSMISSION y v Filed Jan. 8, 1950 10 Sheets-Sheet 1 w j INVENToR e WA/Pomp. make/f v AT RNEYs Nov. 19, vw35.

H. D. CHURCH 2,021,404

TRANSMISSION Filed Jan. 8,*1'930 1o sheets-sheet 2 HA POZ CHU/PCH .'ATT RNEYS H. D. CHURCH TRANSMISSION Nov. 19, 1935.

Fild Jan. 8. 1930 10 Sheets-Sheet 3 H. D. CHURCH 2,021,404

'TRANSMISSION Filed Jan. a, 195o- 10' sheets-sheet 4 "Ulli L 3 Nov. 19, 1935.

Nov. 1 9, 1935. H. D. CHURCH 2,021,404

i TRANSMISSION Filed Jan, a, 19:50 1o sheets-sheet 5 INVENTOR HA EOLD' CHURCH ATT RNEYs Nov. 19, 1935. H D CHURCH 2,021,404

TRANSMISSION Filed Jan. 8, 1930 10 Sheets-Sheet 6 fig@ /0 1 I A- Y 40 INVENTOR HAROD CHURCH I BLZZWM f ATTORNEYS NGVu 19, 1935. D, CHURCH 2,021,404

y TRANSMISSION Filed Jan. 8, 1930 l0 Sheets-Sheet 7 lNVENTOR HA Lp- CHURCH BY M @M ATTORNEYS H. D. CHURCH TRANSMISSION Nov. 19, 1935.

Filed Jan. 8, 195o.

10 Sheets-Sheet 8 lNvENTo HA Poz cHwecH ATTORNEYS Patentes Nev. 19, 1935 UNITED STATES amsn I PATENT OFFICE TRANSMISSIN lllroldlLCh Cleveland Heights. Ohio, al?

uroh, signor to The White Motor Oompa/ny, Clevehad, Ohio, a corporation of Ohio 4 Anuman January s, 19st. sum No. .419,433 s claims.' (Cl. 'x4-ssa) engaging certain of the gears with slidable clutches. 1o Another object of the invention is to arrange the parts of a transmission of this character in such a manner as to economize on space and material.

Another object is to arrange thecountershaft in a transmission of this type in such a manner.

that-the same may be selectively driven at dinerent speeds, whereby each gear between theV countershaft and the driven shaft may be used to attain-a plurality of dierent speeds. Another object is to provide an improved shifting mechanism for transmission of this type.

Other objects relating to details of construction and economies of manufacture will become apparent upon a more complete examination of this specification. y

In the accompanying drawings, which illustrate one embodiment of this invention, Figure 1 is a plan view of a transmission with the upper part of the casing removed and showing certain of the bearings in section;

FigureZisaviewsimilartoFigure l,but showing a greater number of parts in section;

' Figure 3 is a. vertical section through the transmission taken substantially on the line 3 3 of Figure 5, the shafts, gears, and bearings being shown in full:

Figure 4 isasectionontheline 4 4 ofFigure 5, the elements being shown in rst speed position; y j Figure 5 is a section taken on the line 5 5 of Figure 3; i Figure 6 is a section taken on .the line 6 5 of Figure 3;

Figure 7 is a. section taken on the line I l of Figure 3;

Figure 8 is a section taken on the line 8 8 of Figure 3;

Figure 91s a perspective view of a locking plate used in connection with the shifting rods;

- Figusci is a perspective view of a portion of me shifting rodassembly;

Figure 11 is a detailed sectional view taken. on the line II-II of Figure 6;

Figure l; is a detailed view of the shifting rods taken on the line I2 I2 of Figure 6;

Figures 1s to is, inclusive, are diagrammatic showings of the arrangement of themechanism l at various speeds.

Referring to the drawings. the transmission disclosed therein comprises a casing I0 which 5 supports the variousinternal elements of the transmission. The bottom of the casing is closed by means of a shet metal oil pan II, which is bolted thereto as indicated at I2. A driving shaft I3 projects through the front wall of the lcasing 10 I0 and is supported therefrom by means of bearings I4. The inner end of the driving shaft I3 is formed with an integral gear I5, which is axially bored to provide a bearing for the end of a driven shaft ls. Extending outwardly from the 15 `gear I5, the shaft I3 is provided with portions of successively reduced diameters to receive a roller bearing I1, a thrust washer I8, a splined'gear I9, a spacing sleeve 2li` and a bearing race 2|, a spacing sleeve 22 and a flanged driving element 23, 20 and a nut 24. Allof these elements are disposed in abuttingrelation and are rigidly secured in position by means of the' nut 24.

The driven shaft I6 is provided with portions of successively reduced ydiameters extending in 25.

Aboth directions from a. splined portion 25, which slidably supports a clutch 25. Extending towards the forward end from the splines 25, the shaft I6 receives a roller bearing 21 for a gear 28, a bearing 23 and a gear 30, a splined clutch 3l, and a 30 'bearing 32. The bearings 2I and 29 are spaced apart by means of a washer and are held against movement in one direction by the end of the splines 25 and against movement in the opposite direction by means of a resilient locking washer 35 33, which snaps into a groove formed in the splines which support the clutch 3l. Towards the rear end from the splines 25, the shaft i6 receives successively a bearing 34 for a gear 35, a' roller bearing 35, and a combined radial and 40 thrust'bearing 31. The latter two bearings serve to support the driven shaft I6 in an extension housing 35 secured to the end wall of the casing III. IThe elements at the rear end of the shaft- I8 including the parts enumerated in the pre- 45 ceding and a spacer member and other parts not mentioned are retained in position by means of a nut 33 in the same way in which the elements are retained on thedriving shaft I3 by the nut 24. f

The casing I0 is provided with downwardlyuex- 50 tending integral webs 40, 4I, 42 and 43. The web 40 is provided with a semi-circular recessed por,- tion 44 designed to receive a bearing 45 for the countershaft of the transmission, and with a similar portion 45 which extends over'and is spaced 55 by a cap 48, which is bolted to the web 4I. The

web'42 has a cap 49 bolted thereto, forming a support for a countershaft bearing 58. A cap 5l bolted to the web 43 supports a countershaft bearing 52.

The countershaft 53 of the transmission is supported in the bearings l5, 50 and 52 and supports gears cooperating with the gears on the driving and driven shafts. Two gears 54 and 55 mounted on bearings on the countershaft mesh respectively with the gears I8- and I5 on the driving shaft. A slidable clutch 55 splined on the countershaft intermediate theA gears 5I and E5 is arrangedto engage either of such gears to separately connect them with the countershaft for rotation therewith. Two gears 51 and 58 keyed to the countershaft mesh respectively with the gears 30 and 2li, which are freely rotatable on the driven shaft; A gear ,59 splined to the countershaft meshes with a reverse idler gear 61, rotatably supported on a shaft mounted in the web 43 and the rear wall of the casing. The gear 61 meshes with the driven shaft gear 35.

All of the gears are preferably provided with herringbone teeth, as illustrated in order to obtain silent running without end thrust. As

shown, the gears which are rotatably mounted mesh with gears which are fixed to a shaft, and the engagement therebetween retains the rotatable gears against end play on their bearings. Lt is to be understood however, that spiral or spur gearsA can .be utilized if desired, through use of suitable means for resisting the end thrust impressed cn the rotatably mounted gears.

Dit will be evident from the foregoing description that the countershaft can be driven at two different speeds from the driving shaft by means of the gears 54 and 55, and that the driven shaft canA be coupled directly to the driving shaft, or can be driven by the countershaft at two dierent forward speeds and reverse speeds. Thus by properly manipulating the three clutches, it is possible to obtain five forward speeds and two reverse speeds.

IThe shifter rods for operating the three clutches are supported in the bottom of the casing by the webs I0, 42 and 43. As shown in Figure 5, 'a bracket 88 is bolted to the bracket 41 and is provided with a plurality of apertures for slidably receiving five shifter rods 8|, 82, 83, 84 and 65. A bracket 66 bolted to the bearing cap 49, which is secured to the web 42. is provided y with a similar series of apertures for supporting the shifter rods.

As shown in Figure 12 the rods 8l, 82 and 6 8 are disposed in the same plane and have adjacent surfaces formed with rack teeth 68. Small spur gearsv 68 positioned between the rods disposed in recesses in the bracket 80 engage' the rack teeth 88 so that the three rods are connected for simultaneous movement. The gears 88- are journalled on pins supported in the bracket til and members 10a located beneath the gears. The members 10a are retained in place by means of a strap 10 held in position by the bolts which fasten the bracket 80 to the bracket l1. A shifting fork 1I is secured to the rod 88 and engages the clutch 58 on the countershaft. The

rods 6I and 82 do not have shifting forks, but

serve merely as actuating means for the rod 63. In order to prevent the rods 6I and 62 from turning, a pin 12 is disposed in the bracket 86 and engages in slots 13 formed in the rods 6I and 62.

The rod B3 is held against turning by the fork 1 I. 5

driven shaft, and the rod 85 carries a shifting 1ol fork I5 which engages with the clutch 3l.

All of the shifter rods are provided at their forward ends with U-shaped heads '66, which are arranged to be in'alignment when the transmission is put in neutral, and which are disposed sub- 15 stantially in the same plane. The heads on the rods 64 and B5 are provided on their opposite sides with upstanding lugs 11 for locking these rods against movement, as will be explained hereinafter. 1 20 A shaft 18 is slidably and rotatably journalled in the upper part of the front wall of the casing Ill and in the web as shown in Figure 3. An arm 19 is secured to and depends from the shaft 18 and is provided at its lower end with a head 25 slot 83 to permit passage of the arm 19 there- 35 through. 0n opposite sides of the slot 83, the'v plate 8| is provided with parallel projecting ribs M, which are arranged to slide between and engage the lugs 11 on the heads it carried by the rods S4 and b5 in certain positions. 4l) The shaft 18 extends forwardly from the front wall of the casing I8 to apoint subjacent the drivers compartment of a vehicle. A hand lever (not shown) is secured to the shaft it diametrically opposite the arm 19 and extends upwardly 45 y through the floor of the drivers compartment in the usual manner. Movement of the hand lever laterally causes rotation of the shaft 'i8 and lateral movement of the arm 'it inthe opposite direction to that in which the hand lever moves. Pushing the hand lever forwardly or rearwardly causes sliding movement ofthe shaft 18 and/a corresponding forward or rearward movement of the arm 19. It will be evident that lateral Y movement of the hand lever enables the operator to select a particular drive and forward or rearward movement thereof shifts the clutches to set the transmission in the selected drive.

Figures 13 to 18, inclusive, illustrate diagrammatlcally the operation of the transmission. In Figure 13 the transmission 'is .shown in fifth speed. When the hand lever designated by the numeral 85 is moved to the position marked 5 to establish fifth speed drive, the head of the arm 18 engages the U-shaped heads of the two 65 rods 83 and 85 and moves the same rearwardly. Rearward movement of the rod 35 causes the clutch 3| to engage the gear 30, and rearward movement of the rod 83 causes the clutch 58 to engage the gear 5B. The countershaft will ac- 70 direct speed Movement of the hand lever 85 u a,oa1,4o l into its `fourth speed position causes the head 68 to engage the rods 62 and 65 and move the'same forwardly. The forward movement of the rod 65 causes the clutch 3i to engage the gear I5 on the driving shaft I3 and directly .couple the driving and driven shafts. The movement of the rod. 62 causes rotation of the gears 69 and rearward movement of the rod 63, which engages the clutch 56 with the gear 55.. In this speed the countershaft is idling, Asince there is no' connection between the countershaft and the driven shaft.

Figure shows the transmission in' the next lower-,or third speed. The rods 62 and 65 are v moved rearwardly causing theclutch 6I to engage the gear 30 and rotating the gears 69 in such a manner as to move the rod 63 forwardly. This motion of the rod 63 causes the clutch 56 to engage the gear 54. It will be seen that in this speed the driven shaft is connected tothe countershaft in the same. manner as in fifth speed, but the countershaft is driven at a lower speed through 'the' gear 54.

In Figure 16 the hand lever has been moved to second speed position causing the head 65 to engage the rods 62 and 64 and pull the same forwardly. Forward motion of the rod 64 causes the clutch 26 to engage the gear 28, and forward motion of the rod 62 rotates the gears 66 engage the clutch 56 with the gear 55. In this speed, the countershaft is driven from the drive shaft through the gears I5 and 55 and the-driven shaft from the countershaft through gears 56 and 28.

Figure 17 shows the hand lever moved into its first speed position, in which the rods 6I and 64 arel moved forwardly. The forward motion of the rod 64 causes the clutch 26 to engage the gear 28, and the forward motion of the rod 6I rotates the gears 69 and causes the ,rod-68 to move forwardly and engage the clutch 56 with the gear 54. In this speed, the countershaft isA driven from the drive shaft throughl the gears I9 and 54 and the driven shaft from the countershaft through gears 58 and 28.

Figure 18 illustrates the transmission arranged in reverse. In reachingvsuch drive the head 86 engages the rods 62 and 64 and moves the same rearwardly. 'I'he rearward motion of the rod f 64 engages the clutch 26 with the reverse gear 35,`and the rearward motion of the rcd62 rotates the gears 69 and' moves the rod 68 forwardly, causing the clutch 56 to engage the gear 64. In this speed, the countershaft is driven from the drive shaft through the gears I9 and 54 and the driven shaft from the countershaft through gears 59,61 and 35. v

' It will be evident that the rods 6I and 63 move together at all times and in adirection opposite to the direction of motion of the rod 62. Since one of. the rods 6I,- 62 or 63 is engaged by' the head 80 at all times, there can be no motion of .any of these three rods without a correspond-- ing motion of the hand lever. The rods 64 and 65, however, are not engaged by the gears 69 and when the head 80 is engaged with one of 'these rods, the other is released. The ribs 84 on the .plate 8i are arranged to slide between and enposition, both of the rods 64 -and 65 are engaged assembly. the rod on that side is released by the rib' 84, while the other rod remains locked. In this manner unintentional movement of either of the rods 64 or 65 isprevented.

The rod 63 is provided with a releasable latch 5 designed to retain it in the variouspositions to which it is moved, and the rods 64 and 65 with similar latches which serves to restrain them in neutral positions until engaged by the ribs .84, and to hold them in the other positions to which they 10 are moved. 'I'he latch for each of the rods 63, 64 and 65 comprises notches 86 formed in the up- -per surface of the rod and a latch pin 81 slidably mounted in a bore in the bracket 68 and pressed downward for engagement with the notches 86 15 by a spring 88. i

While the foregoing description is necessarily of a detailed character in order that the invention may be fully set forth, it is to be understood that the specific terminology employed is not to 20 be construed as being restrictive or confining, and that various modifications may be resorted to without departing from the scope and spirit of the invention as dened in the following claims:

What I claim is:

1. A transmission comprising a casing having an open bottom and a substantially closed top and 4depending webs spaced within the casing; shafts supported by said casing and said webs 30 below the top thereof, shifter rods supported by said webs below said shafts, and means to close the bottom of the casing.

2. A transmission for automotive vehicles including a driving shaft, a driven shaft arranged 06 in axial alignment with said driving shaft, a counter-shaft, gear means arranged to selectively' drive said counter-shaft from said driving shaft at either one of two different speeds, means to selectively couple said driving and driven shafts 40 for rotation at the same speeds and gear means arranged to selectively drive said driven shaft from said counter-shaft at either one of two different speeds, saidgear means being operable to drive said driven shaft from said driving' shaft 45 through thev counter-shaft at any one of four speeds different from eachother and from the speed of said driving shaft, the highest of said speeds of the driven shaft being greater than the speed of the driving shaft, whereby an effective 50 change in gear ratio is obtained from the highest to the lowest speeds of the driven shaft greater than the reductionin gear ratio obtainable through the lcombination of the lower ratio gear means between the driven shaft and the countershaft and the low ratio gear means between the counter-shaft and the driven shaft.

3.` A transmission for automative vehicles including a casing `having an open side, the remaindernf said casing being substantially closed. `webs projecting into saidV casing from the sidel .walls opposite the open side and having bearing seats formed therein arranged in a plane spaced within andv substantially parallel with the plane of said open side, driving, driven and counter.. shaftsjournalled in said casing and said bearing seats, bearing caps secured to said bearing seats for retaining said 'shafts in position. and a shifter rod assembly secured to certain of said bearing 76 caps. g

4. A vtransmission for automotive vehicles in-4 cluding a casing having an open bottom and'a closed top, webs depending from said top, aligned driving and driven shafts journalled in said casu ing, a counter-shaft journalled in said webs and arranged in substantially the same horizontal plane as said driving and driven shafts, a shifter rod assembly carried by said webs below said shafts, and an oil pan closing the open bottom ot said casing.

5. A transmission for auton'iotivel vehicles including a casing having a. top wall, side walls, end walls and an open bottom, aligned driving and driven shafts journalled in said end walls, u

webs dependingV from said top wall, a. countershaft journalled in said webs and having one end spaced from one of said end walls, an operating arm extending downwardly between said end wall and the end of said counter-shaft, a shifter rod assembly carried by said webs below said shafts and associated with said arm and means closing the bottom of said casing.

HAROLD D. CHRCH. 

